Method for controlling power actuators in a hybrid powertrain system

ABSTRACT

A method for controlling a powertrain system includes controlling a first power actuator based upon a set of power constraints for the first power actuator. The method further includes controlling a second power actuator based upon the set of power constraints for the second power actuator.

CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit of U.S. Provisional Application No.60/985,250 filed on Nov. 4, 2007 which is hereby incorporated herein byreference.

TECHNICAL FIELD

This disclosure is related to managing electric power within powertrainsystems.

BACKGROUND

The statements in this section merely provide background informationrelated to the present disclosure and may not constitute prior art.

Known powertrain architectures include torque-generative devices,including internal combustion engines and electric machines, whichtransmit torque through a transmission device to an output member. Oneexemplary powertrain includes a two-mode, compound-split,electro-mechanical transmission which utilizes an input member forreceiving motive torque from a prime mover power source, preferably aninternal combustion engine, and an output member. The output member canbe operatively connected to a driveline for a motor vehicle fortransmitting tractive torque thereto. Electric machines, operative asmotors or generators, generate a torque input to the transmission,independently of a torque input from the internal combustion engine. Theelectric machines may transform vehicle kinetic energy, transmittedthrough the vehicle driveline, to electrical energy that is storable inan electrical energy storage device. A control system monitors variousinputs from the vehicle and the operator and provides operationalcontrol of the powertrain, including controlling transmission operatingstate and gear shifting, controlling the torque-generative devices, andregulating the electrical power interchange among the electrical energystorage device and the electric machines to manage outputs of thetransmission, including torque and rotational speed.

SUMMARY

A powertrain system includes a plurality of power actuators, atransmission device and an energy storage device. The transmissiondevice is operative to transfer power between the power actuators and anoutput member to generate an output torque. A method for controlling thepowertrain system includes determining an operator request for powerfrom the output member, determining a first set of electric powerconstraints for the energy storage device, and determining a set ofpower constraints for a first power actuator based upon the first set ofelectric power constraints for the energy storage device. A second setof electric power constraints for the energy storage device isdetermined and a set of power constraints for a second power actuator isdetermined based upon the second set of electric power constraints forthe energy storage device. The first power actuator is controlled basedupon the set of power constraints for the first power actuator, and thesecond power actuator is controlled based upon the set of powerconstraints for the second power actuator.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments will now be described, by way of example, withreference to the accompanying drawings, in which:

FIG. 1 is a schematic diagram of an exemplary powertrain, in accordancewith the present disclosure;

FIG. 2 is a schematic diagram of an exemplary architecture for a controlsystem and powertrain, in accordance with the present disclosure;

FIGS. 3 and 4 are schematic flow diagrams of a control systemarchitecture for controlling and managing torque in a powertrain system,in accordance with the present disclosure; and

FIGS. 5-8 are flow diagrams of exemplary control schemes, in accordancewith the present disclosure.

DETAILED DESCRIPTION

Referring now to the drawings, wherein the showings are for the purposeof illustrating certain exemplary embodiments only and not for thepurpose of limiting the same, FIGS. 1 and 2 depict an exemplaryelectro-mechanical hybrid powertrain. The exemplary electro-mechanicalhybrid powertrain in accordance with the present disclosure is depictedin FIG. 1, comprising a two-mode, compound-split, electro-mechanicalhybrid transmission 10 operatively connected to an engine 14 and firstand second electric machines (‘MG-A’) 56 and (‘MG-B’) 72. The engine 14and first and second electric machines 56 and 72 each generate powerwhich can be transferred to the transmission 10. The power generated bythe engine 14 and the first and second electric machines 56 and 72 andtransferred to the transmission 10 is described in terms of input andmotor torques, referred to herein as T_(I), T_(A), and T_(B)respectively, and speed, referred to herein as N_(I), N_(A), and N_(B),respectively.

The exemplary engine 14 comprises a multi-cylinder internal combustionengine selectively operative in several states to transfer torque to thetransmission 10 via an input shaft 12, and can be either aspark-ignition or a compression-ignition engine. The engine 14 includesa crankshaft (not shown) operatively coupled to the input shaft 12 ofthe transmission 10. A rotational speed sensor 11 monitors rotationalspeed of the input shaft 12. Power output from the engine 14, comprisingrotational speed and engine torque, can differ from the input speedN_(I) and the input torque Ti to the transmission 10 due to placement oftorque-consuming components on the input shaft 12 between the engine 14and the transmission 10, e.g., a hydraulic pump (not shown) and/or atorque management device (not shown).

The exemplary transmission 10 comprises three planetary-gear sets 24, 26and 28, and four selectively engageable torque-transferring devices,i.e., clutches C1 70, C2 62, C3 73, and C4 75. As used herein, clutchesrefer to any type of friction torque transfer device including single orcompound plate clutches or packs, band clutches, and brakes, forexample. A hydraulic control circuit 42, preferably controlled by atransmission control module (hereafter ‘TCM’) 17, is operative tocontrol clutch states. Clutches C2 62 and C4 75 preferably comprisehydraulically-applied rotating friction clutches. Clutches C1 70 and C373 preferably comprise hydraulically-controlled stationary devices thatcan be selectively grounded to a transmission case 68. Each of theclutches C1 70, C2 62, C3 73, and C4 75 is preferably hydraulicallyapplied, selectively receiving pressurized hydraulic fluid via thehydraulic control circuit 42.

The first and second electric machines 56 and 72 preferably comprisethree-phase AC machines, each including a stator (not shown) and a rotor(not shown), and respective resolvers 80 and 82. The motor stator foreach machine is grounded to an outer portion of the transmission case68, and includes a stator core with coiled electrical windings extendingtherefrom. The rotor for the first electric machine 56 is supported on ahub plate gear that is operatively attached to shaft 60 via the secondplanetary gear set 26. The rotor for the second electric machine 72 isfixedly attached to a sleeve shaft hub 66.

Each of the resolvers 80 and 82 preferably comprises a variablereluctance device including a resolver stator (not shown) and a resolverrotor (not shown). The resolvers 80 and 82 are appropriately positionedand assembled on respective ones of the first and second electricmachines 56 and 72. Stators of respective ones of the resolvers 80 and82 are operatively connected to one of the stators for the first andsecond electric machines 56 and 72. The resolver rotors are operativelyconnected to the rotor for the corresponding first and second electricmachines 56 and 72. Each of the resolvers 80 and 82 is signally andoperatively connected to a transmission power inverter control module(hereafter ‘TPIM’) 19, and each senses and monitors rotational positionof the resolver rotor relative to the resolver stator, thus monitoringrotational position of respective ones of first and second electricmachines 56 and 72. Additionally, the signals output from the resolvers80 and 82 are interpreted to provide the rotational speeds for first andsecond electric machines 56 and 72, i.e., N_(A) and N_(B), respectively.

The transmission 10 includes an output member 64, e.g. a shaft, which isoperably connected to a driveline 90 for a vehicle (not shown), toprovide output power to the driveline 90 that is transferred to vehiclewheels 93, one of which is shown in FIG. 1. The output power at theoutput member 64 is characterized in terms of an output rotational speedN_(O) and an output torque T_(O). A transmission output speed sensor 84monitors rotational speed and rotational direction of the output member64. Each of the vehicle wheels 93 is preferably equipped with a sensor94 adapted to monitor wheel speed, the output of which is monitored by acontrol module of a distributed control module system described withrespect to FIG. 2, to determine vehicle speed, and absolute and relativewheel speeds for braking control, traction control, and vehicleacceleration management.

The input torque from the engine 14 and the motor torques from the firstand second electric machines 56 and 72 (T_(I), T_(A), and T_(B)respectively) are generated as a result of energy conversion from fuelor electrical potential stored in an electrical energy storage device(hereafter ‘ESD’) 74. The ESD 74 is high voltage DC-coupled to the TPIM19 via DC transfer conductors 27. The transfer conductors 27 include acontactor switch 38. When the contactor switch 38 is closed, undernormal operation, electric current can flow between the ESD 74 and theTPIM 19. When the contactor switch 38 is opened electric current flowbetween the ESD 74 and the TPIM 19 is interrupted. The TPIM 19 transmitselectrical power to and from the first electric machine 56 by transferconductors 29, and the TPIM 19 similarly transmits electrical power toand from the second electric machine 72 by transfer conductors 31 tomeet the torque commands for the first and second electric machines 56and 72 in response to the motor torques T_(A) and T_(B). Electricalcurrent is transmitted to and from the ESD 74 in accordance with whetherthe ESD 74 is being charged or discharged.

The TPIM 19 includes the pair of power inverters (not shown) andrespective motor control modules (not shown) configured to receive thetorque commands and control inverter states therefrom for providingmotor drive or regeneration functionality to meet the commanded motortorques T_(A) and T_(B). The power inverters comprise knowncomplementary three-phase power electronics devices, and each includes aplurality of insulated gate bipolar transistors (not shown) forconverting DC power from the ESD 74 to AC power for powering respectiveones of the first and second electric machines 56 and 72, by switchingat high frequencies. The insulated gate bipolar transistors form aswitch mode power supply configured to receive control commands. Thereis typically one pair of insulated gate bipolar transistors for eachphase of each of the three-phase electric machines. States of theinsulated gate bipolar transistors are controlled to provide motor drivemechanical power generation or electric power regenerationfunctionality. The three-phase inverters receive or supply DC electricpower via DC transfer conductors 27 and transform it to or fromthree-phase AC power, which is conducted to or from the first and secondelectric machines 56 and 72 for operation as motors or generators viatransfer conductors 29 and 31 respectively.

FIG. 2 is a schematic block diagram of the distributed control modulesystem. The elements described hereinafter comprise a subset of anoverall vehicle control architecture, and provide coordinated systemcontrol of the exemplary hybrid powertrain described in FIG. 1. Thedistributed control module system synthesizes pertinent information andinputs, and executes algorithms to control various actuators to meetcontrol objectives, including objectives related to fuel economy,emissions, performance, drivability, and protection of hardware,including batteries of ESD 74 and the first and second electric machines56 and 72. The distributed control module system includes an enginecontrol module (hereafter ‘ECM’) 23, the TCM 17, a battery pack controlmodule (hereafter ‘BPCM’) 21, and the TPIM 19. A hybrid control module(hereafter ‘HCP’) 5 provides supervisory control and coordination of theECM 23, the TCM 17, the BPCM 21, and the TPIM 19. A user interface(‘UT’) 13 is operatively connected to a plurality of devices throughwhich a vehicle operator controls or directs operation of theelectro-mechanical hybrid powertrain. The devices include an acceleratorpedal 113 (‘AP’), an operator brake pedal 112 (‘BP’), a transmissiongear selector 114 (‘PRNDL’), and a vehicle speed cruise control (notshown). The transmission gear selector 114 may have a discrete number ofoperator-selectable positions, including the rotational direction of theoutput member 64 to enable one of a forward and a reverse direction.

The aforementioned control modules communicate with other controlmodules, sensors, and actuators via a local area network (hereafter‘LAN’) bus 6. The LAN bus 6 allows for structured communication ofstates of operating parameters and actuator command signals between thevarious control modules. The specific communication protocol utilized isapplication-specific. The LAN bus 6 and appropriate protocols providefor robust messaging and multi-control module interfacing between theaforementioned control modules, and other control modules providingfunctionality including e.g., antilock braking, traction control, andvehicle stability. Multiple communications buses may be used to improvecommunications speed and provide some level of signal redundancy andintegrity. Communication between individual control modules can also beeffected using a direct link, e.g., a serial peripheral interface(‘SPI’) bus (not shown).

The HCP 5 provides supervisory control of the hybrid powertrain, servingto coordinate operation of the ECM 23, TCM 17, TPIM 19, and BPCM 21.Based upon various input signals from the user interface 13 and thehybrid powertrain, including the ESD 74, the HCP 5 determines anoperator torque request, an output torque command, an engine inputtorque command, clutch torque(s) for the applied torque-transferclutches C1 70, C2 62, C3 73, C4 75 of the transmission 10, and themotor torques T_(A) and T_(B) for the first and second electric machines56 and 72. The TCM 17 is operatively connected to the hydraulic controlcircuit 42 and provides various functions including monitoring variouspressure sensing devices (not shown) and generating and communicatingcontrol signals to various solenoids (not shown) thereby controllingpressure switches and control valves contained within the hydrauliccontrol circuit 42.

The ECM 23 is operatively connected to the engine 14, and functions toacquire data from sensors and control actuators of the engine 14 over aplurality of discrete lines, shown for simplicity as an aggregatebi-directional interface cable 35. The ECM 23 receives the engine inputtorque command from the HCP 5. The ECM 23 determines the actual engineinput torque, T_(I), provided to the transmission 10 at that point intime based upon monitored engine speed and load, which is communicatedto the HCP 5. The ECM 23 monitors input from the rotational speed sensor11 to determine the engine input speed to the input shaft 12, whichtranslates to the transmission input speed, N_(I). The ECM 23 monitorsinputs from sensors (not shown) to determine states of other engineoperating parameters including, e.g., a manifold pressure, enginecoolant temperature, ambient air temperature, and ambient pressure. Theengine load can be determined, for example, from the manifold pressure,or alternatively, from monitoring operator input to the acceleratorpedal 113. The ECM 23 generates and communicates command signals tocontrol engine actuators, including, e.g., fuel injectors, ignitionmodules, and throttle control modules, none of which are shown.

The TCM 17 is operatively connected to the transmission 10 and monitorsinputs from sensors (not shown) to determine states of transmissionoperating parameters. The TCM 17 generates and communicates commandsignals to control the transmission 10, including controlling thehydraulic circuit 42. Inputs from the TCM 17 to the HCP 5 includeestimated clutch torques for each of the clutches, i.e., C1 70, C2 62,C3 73, and C4 75, and rotational output speed, N_(O), of the outputmember 64. Other actuators and sensors may be used to provide additionalinformation from the TCM 17 to the HCP 5 for control purposes. The TCM17 monitors inputs from pressure switches (not shown) and selectivelyactuates pressure control solenoids (not shown) and shift solenoids (notshown) of the hydraulic circuit 42 to selectively actuate the variousclutches C1 70, C2 62, C3 73, and C4 75 to achieve various transmissionoperating range states, as described hereinbelow.

The BPCM 21 is signally connected to sensors (not shown) to monitor theESD 74, including states of electrical current and voltage parameters,to provide information indicative of parametric states of the batteriesof the ESD 74 to the HCP 5. The parametric states of the batteriespreferably include battery state-of-charge, battery voltage, batterytemperature, and available battery power, referred to as a range P_(BAT)_(—) _(MIN) to P_(BAT) _(—) _(MAX).

A brake control module (hereafter ‘BrCM’) 22 is operatively connected tofriction brakes (not shown) on each of the vehicle wheels 93. The BrCM22 monitors the operator input to the brake pedal 112 and generatescontrol signals to control the friction brakes and sends a controlsignal to the HCP 5 to operate the first and second electric machines 56and 72 based thereon.

Each of the control modules ECM 23, TCM 17, TPIM 19, BPCM 21, and BrCM22 is preferably a general-purpose digital computer comprising amicroprocessor or central processing unit, storage mediums comprisingread only memory (‘ROM’), random access memory (‘RAM’), electricallyprogrammable read only memory (‘EPROM’), a high speed clock, analog todigital (‘A/D’) and digital to analog (‘D/A’) circuitry, andinput/output circuitry and devices (‘I/O’) and appropriate signalconditioning and buffer circuitry. Each of the control modules has a setof control algorithms, comprising resident program instructions andcalibrations stored in one of the storage mediums and executed toprovide the respective functions of each computer. Information transferbetween the control modules is preferably accomplished using the LAN bus6 and serial peripheral interface buses. The control algorithms areexecuted during preset loop cycles such that each algorithm is executedat least once each loop cycle. Algorithms stored in the non-volatilememory devices are executed by one of the central processing units tomonitor inputs from the sensing devices and execute control anddiagnostic routines to control operation of the actuators, using presetcalibrations. Loop cycles are executed at regular intervals, for exampleeach 3.125, 6.25, 12.5, 25 and 100 milliseconds during ongoing operationof the hybrid powertrain. Alternatively, algorithms may be executed inresponse to the occurrence of an event.

The exemplary hybrid powertrain selectively operates in one of severaloperating range states that can be described in terms of an engine statecomprising one of an engine-on state (‘ON’) and an engine-off state(‘OFF’), and a transmission state comprising a plurality of fixed gearsand continuously variable operating modes, described with reference toTable 1, below.

TABLE 1 Engine Transmission Operating Applied Description State RangeState Clutches M1_Eng_Off OFF EVT Mode 1 C1 70 M1_Eng_On ON EVT Mode 1C1 70 G1 ON Fixed Gear Ratio 1 C1 70 C4 75 G2 ON Fixed Gear Ratio 2 C170 C2 62 M2_Eng_Off OFF EVT Mode 2 C2 62 M2_Eng_On ON EVT Mode 2 C2 62G3 ON Fixed Gear Ratio 3 C2 62 C4 75 G4 ON Fixed Gear Ratio 4 C2 62 C373

Each of the transmission operating range states is described in thetable and indicates which of the specific clutches C1 70, C2 62, C3 73,and C4 75 are applied for each of the operating range states. A firstcontinuously variable mode, i.e., EVT Mode 1, or M1, is selected byapplying clutch C1 70 only in order to “ground” the outer gear member ofthe third planetary gear set 28. The engine state can be one of ON(‘M1_Eng_On’) or OFF (‘M1_Eng_Off’). A second continuously variablemode, i.e., EVT Mode 2, or M2, is selected by applying clutch C2 62 onlyto connect the shaft 60 to the carrier of the third planetary gear set28. The engine state can be one of ON (‘M2_Eng_On’) or OFF(‘M2_Eng_Off’). For purposes of this description, when the engine stateis OFF, the engine input speed is equal to zero revolutions per minute(‘RPM’), i.e., the engine crankshaft is not rotating. A fixed gearoperation provides a fixed ratio operation of input-to-output speed ofthe transmission 10, i.e., N_(I)/N_(O). A first fixed gear operation(‘G1 ’) is selected by applying clutches C1 70 and C4 75. A second fixedgear operation (‘G2’) is selected by applying clutches C1 70 and C2 62.A third fixed gear operation (‘G3’) is selected by applying clutches C262 and C4 75. A fourth fixed gear operation (‘G4’) is selected byapplying clutches C2 62 and C3 73. The fixed ratio operation ofinput-to-output speed increases with increased fixed gear operation dueto decreased gear ratios in the planetary gears 24, 26, and 28. Therotational speeds of the first and second electric machines 56 and 72,N_(A) and N_(B) respectively, are dependent on internal rotation of themechanism as defined by the clutching and are proportional to the inputspeed measured at the input shaft 12.

In response to operator input via the accelerator pedal 113 and brakepedal 112 as captured by the user interface 13, the HCP 5 and one ormore of the other control modules determine torque commands to controlthe torque generative devices comprising the engine 14 and first andsecond electric machines 56 and 72 to meet the operator torque requestat the output member 64 and transferred to the driveline 90. Based uponinput signals from the user interface 13 and the hybrid powertrainincluding the ESD 74, the HCP 5 determines the operator torque request,a commanded output torque from the transmission 10 to the driveline 90,an input torque from the engine 14, clutch torques for thetorque-transfer clutches C1 70, C2 62, C3 73, C4 75 of the transmission10; and the motor torques for the first and second electric machines 56and 72, respectively, as is described hereinbelow.

Final vehicle acceleration can be affected by other factors including,e.g., road load, road grade, and vehicle mass. The operating range stateis determined for the transmission 10 based upon a variety of operatingcharacteristics of the hybrid powertrain. This includes the operatortorque request communicated through the accelerator pedal 113 and brakepedal 112 to the user interface 13 as previously described. Theoperating range state may be predicated on a hybrid powertrain torquedemand caused by a command to operate the first and second electricmachines 56 and 72 in an electrical energy generating mode or in atorque generating mode. The operating range state can be determined byan optimization algorithm or routine which determines optimum systemefficiency based upon operator demand for power, battery state ofcharge, and energy efficiencies of the engine 14 and the first andsecond electric machines 56 and 72. The control system manages torqueinputs from the engine 14 and the first and second electric machines 56and 72 based upon an outcome of the executed optimization routine, andsystem efficiencies are optimized thereby, to manage fuel economy andbattery charging. Furthermore, operation can be determined based upon afault in a component or system. The HCP 5 monitors the torque-generativedevices, and determines the power output from the transmission 10required in response to the desired output torque at output member 64 tomeet the operator torque request. As should be apparent from thedescription above, the ESD 74 and the first and second electric machines56 and 72 are electrically-operatively coupled for power flowtherebetween. Furthermore, the engine 14, the first and second electricmachines 56 and 72, and the electro-mechanical transmission 10 aremechanically-operatively coupled to transfer power therebetween togenerate a power flow to the output member 64.

FIGS. 3 and 4 show a control system architecture for controlling andmanaging torque and power flow in a powertrain system having multipletorque generative devices, described hereinbelow with reference to thehybrid powertrain system shown in FIGS. 1 and 2, and residing in theaforementioned control modules in the form of executable algorithms andcalibrations. The control system architecture can be applied to anypowertrain system having multiple torque generative devices, including,e.g., a hybrid powertrain system having a single electric machine, ahybrid powertrain system having multiple electric machines, andnon-hybrid powertrain systems.

The control system architecture of FIGS. 3 and 4 depicts a flow ofpertinent signals through the control modules. In operation, theoperator inputs to the accelerator pedal 113 and the brake pedal 112 aremonitored to determine the operator torque request (‘To_req’). Operationof the engine 14 and the transmission 10 are monitored to determine theinput speed (‘Ni’) and the output speed (‘No’). A strategic optimizationcontrol scheme (‘Strategic Control’) 310 determines a preferred inputspeed (‘Ni_Des’) and transmission operating range state (‘Hybrid RangeState Des’) based upon the output speed and the operator torque request,and optimized based upon other operating parameters of the hybridpowertrain, including battery power limits and response limits of theengine 14, the transmission 10, and the first and second electricmachines 56 and 72. The strategic optimization control scheme 310 ispreferably executed by the HCP 5 during each 100 ms loop cycle and each25 ms loop cycle.

The outputs of the strategic optimization control scheme 310 are used ina shift execution and engine start/stop control scheme (‘Shift Executionand Engine Start/Stop’) 320 to command changes in the transmissionoperation (‘Transmission Commands’) including changing the operatingrange state. This includes commanding execution of a change in theoperating range state if the preferred operating range state isdifferent from the present operating range state by commanding changesin application of one or more of the clutches C1 70, C2 62, C3 73, andC4 75 and other transmission commands. The present operating range state(‘Hybrid Range State Actual’) and an input speed profile (‘Ni_Prof’) canbe determined. The input speed profile is an estimate of an upcominginput speed and preferably comprises a scalar parametric value that is atargeted input speed for the forthcoming loop cycle. The engineoperating commands and torque request are based upon the input speedprofile during a transition in the operating range state of thetransmission.

A tactical control scheme (‘Tactical Control and Operation’) 330 isrepeatedly executed during one of the control loop cycles to determineengine commands (‘Engine Commands’) for operating the engine, includinga preferred input torque from the engine 14 to the transmission 10 basedupon the output speed, the input speed, and the operator torque requestand the present operating range state for the transmission. The enginecommands also include engine states including one of an all-cylinderoperating state and a cylinder deactivation operating state wherein aportion of the engine cylinders are deactivated and unfueled, and enginestates including one of a fueled state and a fuel cutoff state.

A clutch torque (‘Tcl’) for each clutch is estimated in the TCM 17,including the presently applied clutches and the non-applied clutches,and a present engine input torque (‘Ti’) reacting with the input member12 is determined in the ECM 23. An output and motor torque determinationscheme (‘Output and Motor Torque Determination’) 340 is executed todetermine the preferred output torque from the powertrain (‘To_cmd’),which includes motor torque commands (‘T_(A)’, ‘T_(B)’) for controllingthe first and second electric machines 56 and 72 in this embodiment. Thepreferred output torque is based upon the estimated clutch torque(s) foreach of the clutches, the present input torque from the engine 14, thepresent operating range state, the input speed, the operator torquerequest, and the input speed profile. The first and second electricmachines 56 and 72 are controlled through the TPIM 19 to meet thepreferred motor torque commands based upon the preferred output torque.The output and motor torque determination scheme 340 includesalgorithmic code which is regularly executed during the 6.25 ms and 12.5ms loop cycles to determine the preferred motor torque commands.

FIG. 4 details the system for controlling and managing the output torquein the hybrid powertrain system, described with reference to the hybridpowertrain system of FIGS. 1 and 2 and the control system architectureof FIG. 3. The hybrid powertrain is controlled to transfer the outputtorque to the output member 64 and thence to the driveline 90 togenerate tractive torque at wheel(s) 93 to forwardly propel the vehiclein response to the operator input to the accelerator pedal 113 when theoperator selected position of the transmission gear selector 114commands operation of the vehicle in the forward direction. Preferably,forwardly propelling the vehicle results in vehicle forward accelerationso long as the output torque is sufficient to overcome external loads onthe vehicle, e.g., due to road grade, aerodynamic loads, and otherloads.

In operation, operator inputs to the accelerator pedal 113 and to thebrake pedal 112 are monitored to determine the operator torque request.Present speeds of the output member 64 and the input member 12, i.e., Noand Ni, are determined. A present operating range state of thetransmission 14 and present engine states are determined. Maximum andminimum electric power limits of the ESD 74 are determined.

Blended brake torque includes a combination of the friction brakingtorque generated at the wheels 93 and the output torque generated at theoutput member 64 which reacts with the driveline 90 to decelerate thevehicle in response to the operator input to the brake pedal 112.

The BrCM 22 commands the friction brakes on the wheels 93 to applybraking force and generates a command for the transmission 10 to createa change in output torque which reacts with the driveline 90 in responseto a net operator input to the brake pedal 112 and the accelerator pedal113. Preferably the applied braking force and the negative output torquecan decelerate and stop the vehicle so long as they are sufficient toovercome vehicle kinetic power at wheel(s) 93. The negative outputtorque reacts with the driveline 90, thus transferring torque to theelectro-mechanical transmission 10 and the engine 14. The negativeoutput torque reacted through the electro-mechanical transmission 10 canbe transferred to the first and second electric machines 56 and 72 togenerate electric power for storage in the ESD 74.

The operator inputs to the accelerator pedal 113 and the brake pedal 112together with torque intervention controls comprise individuallydeterminable operator torque request inputs including an immediateaccelerator output torque request (‘Output Torque Request Accel Immed’),a predicted accelerator output torque request (‘Output Torque RequestAccel Prdtd’), an immediate brake output torque request (‘Output TorqueRequest Brake Immed’), a predicted brake output torque request (‘OutputTorque Request Brake Prdtd’) and an axle torque response type (‘AxleTorque Response Type’). As used herein, the term ‘accelerator’ refers toan operator request for forward propulsion preferably resulting inincreasing vehicle speed over the present vehicle speed, when theoperator selected position of the transmission gear selector 114commands operation of the vehicle in the forward direction, and asimilar reverse propulsion response when the vehicle operation iscommanded in the reverse direction. The terms ‘deceleration’ and ‘brake’refer to an operator request preferably resulting in decreasing vehiclespeed from the present vehicle speed. The immediate accelerator outputtorque request, the predicted accelerator output torque request, theimmediate brake output torque request, the predicted brake output torquerequest, and the axle torque response type are individual inputs to thecontrol system shown in FIG. 4.

The immediate accelerator output torque request comprises an immediatetorque request determined based upon the operator input to theaccelerator pedal 113 and torque intervention controls. The controlsystem controls the output torque from the hybrid powertrain system inresponse to the immediate accelerator output torque request to causepositive acceleration of the vehicle. The immediate brake output torquerequest comprises an immediate braking request determined based upon theoperator input to the brake pedal 112 and torque intervention controls.The control system controls the output torque from the hybrid powertrainsystem in response to the immediate brake output torque request to causedeceleration of the vehicle. Vehicle deceleration effected by control ofthe output torque from the hybrid powertrain system is combined withvehicle deceleration effected by a vehicle braking system (not shown) todecelerate the vehicle to achieve the operator braking request.

The immediate accelerator output torque request is determined based upona presently occurring operator input to the accelerator pedal 113, andcomprises a request to generate an immediate output torque at the outputmember 64 preferably to accelerate the vehicle. The immediateaccelerator output torque request may be modified by torque interventioncontrols based on events that affect vehicle operation outside thepowertrain control. Such events include vehicle level interruptions inthe powertrain control for antilock braking, traction control andvehicle stability control, which can be used to modify the immediateaccelerator output torque request.

The predicted accelerator output torque request is determined based uponthe operator input to the accelerator pedal 113 and comprises an optimumor preferred output torque at the output member 64. The predictedaccelerator output torque request is preferably equal to the immediateaccelerator output torque request during normal operating conditions,e.g., when torque intervention controls are not being commanded. Whentorque intervention, e.g., any one of antilock braking, traction controlor vehicle stability, is being commanded, the predicted acceleratoroutput torque request can remain the preferred output torque with theimmediate accelerator output torque request being decreased in responseto output torque commands related to the torque intervention.

The immediate brake output torque request and the predicted brake outputtorque request are both blended brake torque requests. Blended braketorque includes a combination of the friction braking torque generatedat the wheels 93 and the output torque generated at the output member 64which reacts with the driveline 90 to decelerate the vehicle in responseto the operator input to the brake pedal 112.

The immediate brake output torque request is determined based upon apresently occurring operator input to the brake pedal 112, and comprisesa request to generate an immediate output torque at the output member 64to effect a reactive torque with the driveline 90 which preferablydecelerates the vehicle. The immediate brake output torque request isdetermined based upon the operator input to the brake pedal 112, and thecontrol signal to control the friction brakes to generate frictionbraking torque.

The predicted brake output torque request comprises an optimum orpreferred brake output torque at the output member 64 in response to anoperator input to the brake pedal 112 subject to a maximum brake outputtorque generated at the output member 64 allowable regardless of theoperator input to the brake pedal 112. In one embodiment the maximumbrake output torque generated at the output member 64 is limited to −0.2g. The predicted brake output torque request can be phased out to zerowhen vehicle speed approaches zero regardless of the operator input tothe brake pedal 112. As desired, there can be operating conditions underwhich the predicted brake output torque request is set to zero, e.g.,when the operator setting to the transmission gear selector 114 is setto a reverse gear, and when a transfer case (not shown) is set to afour-wheel drive low range. The operating conditions whereat thepredicted brake output torque request is set to zero are those in whichblended braking is not preferred due to vehicle operating factors.

The axle torque response type comprises an input state for shaping andrate-limiting the output torque response through the first and secondelectric machines 56 and 72. The input state for the axle torqueresponse type can be an active state or an inactive state. When thecommanded axle torque response type is an active state, the outputtorque command is the immediate output torque. Preferably the torqueresponse for this response type is as fast as possible.

The predicted accelerator output torque request and the predicted brakeoutput torque request are input to the strategic optimization controlscheme (‘Strategic Control’) 310. The strategic optimization controlscheme 310 determines a desired operating range state for thetransmission 10 (‘Hybrid Range State Des’) and a desired input speedfrom the engine 14 to the transmission 10 (‘Ni Des’), which compriseinputs to the shift execution and engine operating state control scheme(‘Shift Execution and Engine Start/Stop’) 320.

A change in the input torque from the engine 14 which reacts with theinput member from the transmission 10 can be effected by changing themass of intake air to the engine 14 by controlling position of an enginethrottle utilizing an electronic throttle control system (not shown),including opening the engine throttle to increase engine torque andclosing the engine throttle to decrease engine torque. Changes in theinput torque from the engine 14 can be effected by adjusting ignitiontiming, including retarding spark timing from a mean-best-torque sparktiming to decrease engine torque. The engine state can be changedbetween the engine-off state and the engine-on state to effect a changein the input torque. The engine state can be changed between theall-cylinder operating state and the cylinder deactivation operatingstate, wherein a portion of the engine cylinders are unfueled. Theengine state can be changed by selectively operating the engine 14 inone of the fueled state and the fuel cutoff state wherein the engine isrotating and unfueled. Executing a shift in the transmission 10 from afirst operating range state to a second operating range state can becommanded and achieved by selectively applying and deactivating theclutches C1 70, C2 62, C3 73, and C4 75.

The immediate accelerator output torque request, the predictedaccelerator output torque request, the immediate brake output torquerequest, the predicted brake output torque request, and the axle torqueresponse type are inputs to the tactical control and operation scheme330 to determine the engine command comprising the preferred inputtorque to the engine 14.

The tactical control and operation scheme 330 can be divided into twoparts. This includes determining a desired engine torque, and thereforea power split between the engine 14 and the first and second electricmachines 56 and 72, and controlling the engine states and operation ofthe engine 14 to meet the desired engine torque. The engine statesinclude the all-cylinder state and the cylinder deactivation state, anda fueled state and a deceleration fuel cutoff state for the presentoperating range state and the present engine speed. The tactical controland operation scheme 330 monitors the predicted accelerator outputtorque request and the predicted brake output torque request todetermine the predicted input torque request. The immediate acceleratoroutput torque request and the immediate brake output torque request areused to control the engine speed/load operating point to respond tooperator inputs to the accelerator pedal 113 and the brake pedal 112,e.g., to determine the engine command comprising the preferred inputtorque to the engine 14. Preferably, a rapid change in the preferredinput torque to the engine 14 occurs only when the first and secondelectric machines 56 and 72 cannot meet the operator torque request.

The immediate accelerator output torque request, the immediate brakeoutput torque request, and the axle torque response type are input tothe motor torque control scheme (‘Output and Motor TorqueDetermination’) 340. The motor torque control scheme 340 executes todetermine the motor torque commands during each iteration of one of theloop cycles, preferably the 6.25 ms loop cycle.

The present input torque (‘Ti’) from the engine 14 and the estimatedclutch torque(s) (‘Tcl’) are input to the motor torque control scheme340. The axle torque response type signal determines the torque responsecharacteristics of the output torque command delivered to the outputmember 64 and hence to the driveline 90.

The motor torque control scheme 340 controls motor torque commands ofthe first and second electric machines 56 and 72 to transfer a netcommanded output torque to the output member 64 of the transmission 10that meets the operator torque request. The control system architecturecontrols power flow among power actuators within a hybrid powertrain.The hybrid powertrain utilizes two or more power actuators to provideoutput power to an output member. Controlling power flow among the poweractuators includes controlling the input speed N_(I) from the engine 14,the input torque T_(I) from the engine, and the motor torques T_(A),T_(B) of the first and second electric machines 56, 72. Although in theexemplary embodiment described herein above, the hybrid powertrainutilizes the control system architecture to control power flow amongpower actuators including the engine 14, the ESD 74 and the first andsecond electric machines 56 and 72, in alternate embodiments the controlsystem architecture can control power flow among other types of poweractuators. Exemplary power actuators that can be utilized include fuelcells, ultra-capacitors and hydraulic actuators.

The control system architecture manages electric power within theexemplary powertrain system utilizing electric power limits. The controlsystem architecture utilizes a method for managing electric power withinthe powertrain system that includes establishing predicted electricpower limits, long-term electric power limits, short-term electric powerlimits, and voltage-based electric power limits. The method furtherincludes determining a preferred input speed from the engine 14, apreferred input torque from the engine 14, a preferred engine state, anda preferred operating range state of the transmission 10 utilizing thepredicted electric power limits. The method further includes determininginput torque constraints for constraining input torque from the engine14 and output torque constraints for constraining output torque T_(O)the output member 64 based upon the long-term electric power limits andthe short-term electric power limits. By constraining the output torqueT_(O), a total motor torque T_(M), consisting of first and second motortorques T_(A) and T_(B) of the first and second electric machines 56 and72, respectively, is also constrained based on the set of output torqueconstraints and the input torque T_(I) from the engine 14. In analternate embodiment, a set of total motor torque constraints can bedetermined based upon the long-term electric power limits and short-termelectric power limits, in addition to, or instead of the set of outputtorque constraints. The method further includes determining outputtorque constraints based upon the voltage-based electric power limits.

The predicted electric power limits comprise preferred battery outputlevels associated with preferred ESD 74 performance levels, that is, thepredicted electric power limits prescribe the desired operating envelopeof the ESD 74. The predicted electric power limits comprise a range ofbattery output power levels from a minimum predicted electric powerlimit (‘P_(BAT) _(—) _(MIN) _(—) _(PRDTD)’) to a maximum predictedelectric power limit (‘P_(BAT) _(—) _(MAX) _(—) _(PRDTD)’). Thepredicted electric power limits can comprise a more constrained range ofbattery output power levels than the long-term electric power limits andthe short-term electric power limits.

The long-term electric power limits comprise battery output power levelsassociated with operation of the ESD 74 while maintaining long-termdurability of the ESD 74. Operation of the ESD 74 outside the long-termelectric power limits for extended periods of time may reduce theoperational life of the ESD 74. In one embodiment, the ESD 74 ismaintained within the long-term electric power limits duringsteady-state operation, that is, operation not associated with transientoperation. Exemplary transient operations include tip-in and tip-out ofthe accelerator pedal 113, wherein transient acceleration operation isrequested. Maintaining the ESD 74 within the long-term electric powerlimits, allows the ESD 74 to provide functionality such as delivering ahighest power level that does not degrade operational life of the ESD74. The long-term electric power limits comprise a range of batteryoutput power levels from a minimum long-term electric power limit(‘P_(BAT) _(—) _(MIN) _(—) _(LT)’) to a maximum long-term electric powerlimit (‘P_(BAT) _(—) _(MAX) _(—) _(LT)’). The long-term electric powerlimits can comprise a more constrained range of battery output powerlevels than the short-term electric power limits.

The short-term electric power limits comprise ESD 74 output power levelsassociated with battery operation that does not significantly affectshort-term battery durability. Operation of the ESD 74 outside theshort-term electric power limits may reduce the operational life of theESD 74. Operating the ESD 74 within the short-term electric powerlimits, but outside the long-term electric power limits for shortperiods of time, may minimally reduce the operational life of the ESD74, however, does not result in large amounts of degraded operationalperformance to the ESD 74. In one embodiment, the ESD 74 is maintainedwithin the short-term electric power limits during transient operation.The short-term electric power limits comprise a range of battery outputpower levels from a minimum short-term electric power limit (‘P_(BAT)_(—) _(MIN) _(—) _(ST)’) to a maximum short-term electric power limit(‘P_(BAT) _(—) _(MAX) _(—) _(ST)’).

The voltage-based electric power limits comprise a range of batteryoutput power level from a minimum voltage-based electric power limit(‘P_(BAT) _(—) _(MIN) _(—) _(VB)’) to a maximum voltage-based electricpower limit (‘P_(BAT) _(—) _(MAX) _(—) _(VB)’) based on desiredoperating voltages of the ESD 74. The minimum voltage-based electricpower limit P_(BAT) _(—) _(MIN) _(—) _(VB) is a minimum amount ofbattery output power that the ESD 74 outputs before reaching a maximumvoltage V_(LID). The maximum voltage-based electric power limit P_(BAT)_(—) _(MAX) _(—) _(VB) is an estimated amount of battery output powerthat the ESD 74 can output before reaching a minimum voltage V_(FLOOR).The minimum voltage V_(FLOOR) is a minimum permissible voltage foroperating the battery without significantly effecting short-term batterydurability. Outputting power from the ESD 74 when the voltage levels ofthe ESD 74 are below the minimum V_(FLOOR) can cause degradedoperational life of the ESD 74.

FIG. 5 details signal flow in the tactical control scheme (‘TacticalControl and Operation’) 330 for controlling operation of the engine 14,described with reference to the hybrid powertrain system of FIGS. 1 and2 and the control system architecture of FIGS. 3 and 4. The tacticalcontrol scheme 330 includes a tactical optimization control path 350 anda system constraints control path 360 which are preferably executedconcurrently. The outputs of the tactical optimization control path 350are input to an engine state control scheme 370. The outputs of theengine state control scheme 370 and the system constraints control path360 are input to an engine response type determination scheme (‘EngineResponse Type Determination’) 380 for controlling the engine state, theimmediate engine torque request, the predicted engine torque request,and the engine response type.

The input from the engine 14 can be described in terms of an engineoperating point including engine speed and engine torque which can beconverted into the input speed and input torque which react with theinput member from the transmission 10. When the engine 14 comprises aspark-ignition engine, a change in the engine operating point can beeffected by changing the mass of intake air to the engine 14, bycontrolling position of an engine throttle (not shown) utilizing anelectronic throttle control system (not shown), including opening theengine throttle to increase engine torque and closing the enginethrottle to decrease engine torque. Changes in the engine operatingpoint can be effected by adjusting ignition timing, including retardingspark timing from a mean-best-torque spark timing to decrease enginetorque. When the engine 14 comprises a compression-ignition engine, theengine operating point is controlled by controlling the mass of injectedfuel and adjusted by retarding injection timing from a mean-best-torqueinjection timing to decrease the engine torque. The engine operatingpoint can also be changed to effect a change in the input torque bycontrolling the engine state between the all-cylinder state and thecylinder deactivation state, and, by controlling the engine statebetween the engine-fueled state and the fuel cutoff state wherein theengine is rotating and unfueled.

The tactical optimization control path 350 acts on substantiallysteady-state inputs to select a preferred engine state and to determinea preferred input torque from the engine 14 to the transmission 10. Thetactical optimization control path 350 includes an optimization scheme(‘Tactical Optimization’) 354 to determine preferred input torques foroperating the engine 14 in the all-cylinder state (‘Input Torque Full’),in the cylinder deactivation state (‘Input Torque Deac’), theall-cylinder state with fuel cutoff (‘Input Torque Full FCO’), in thecylinder deactivation state with fuel cutoff (‘Input Torque Deac FCO’),and a preferred engine state (‘Preferred Engine State’). Inputs to theoptimization scheme 354 include a lead operating range state of thetransmission 10 (‘Lead Hybrid Range State’), a lead predicted inputacceleration profile (‘Lead Input Acceleration Profile Predicted’), anda predicted range of clutch reactive torques (‘Predicted Clutch ReactiveTorque Min/Max’) across each applied clutch in the lead operating rangestate, which are preferably generated in the shift execution and enginestart/stop control scheme 320. Further inputs include predicted electricpower limits (‘Predicted Battery Power Limits’), a predicted acceleratoroutput torque request (‘Output Torque Request Accel Prdtd’) and apredicted brake output torque request (‘Output Torque Request BrakePrdtd’). The predicted output torque request for acceleration is shapedthrough a predicted output torque shaping filter 352 while consideringthe axle torque response type to yield a predicted accelerator outputtorque (‘To Accel Prdtd’) and combined with the predicted output torquerequest for braking to determine the net predicted output torque (‘ToNet Prdtd’), which are inputs to the optimization scheme 354. The leadoperating range state of the transmission 10 comprises a time-shiftedlead of the operating range state of the transmission 10 to accommodatea response time lag between a commanded change in the operating rangestate and the actual operating range state. Thus the lead operatingrange state of the transmission 10 is the commanded operating rangestate. The lead predicted input acceleration profile comprises atime-shifted lead of the predicted input acceleration profile of theinput member 12 to accommodate a response time lag between a commandedchange in the predicted input acceleration profile and a measured changein the predicted input acceleration profile. Thus the lead predictedinput acceleration profile is the predicted input acceleration profileof the input member 12 occurring after the time shift. The parametersdesignated as ‘lead’ are used to accommodate concurrent transfer oftorque through the powertrain converging at the common output member 64using devices having varying response times. Specifically, the engine 14can have a response time of an order of magnitude of 300-600 ms, andeach of the torque transfer clutches C1 70, C2 62, C3 73, and C4 75 canhave response times of an order of magnitude of 150-300 ms, and thefirst and second electric machines 56 and 72 can have response time ofan order of magnitude of 10 ms.

The tactical optimization scheme 354 determines costs for operating theengine 14 in the engine states, which comprise operating the enginefueled and in the all-cylinder state (‘P_(COST FULL FUEL)’), operatingthe engine unfueled and in the all-cylinder state (‘P_(COST FULL FCO)’),operating the engine fueled and in cylinder deactivation state(‘P_(COST DEAC FUEL)’), and operating the engine unfueled and in thecylinder deactivation state (‘P_(COST DEAC FCO)’). The aforementionedcosts for operating the engine 14 are input to a stabilization analysisscheme (‘Stabilization and Arbitration’) 356 along with the actualengine state (‘Actual Engine State’) and allowable or permissible enginestate(s) (‘Engine State Allowed’) to select one of the engine states asthe preferred engine state (‘Preferred Engine State’).

The preferred input torques for operating the engine 14 in theall-cylinder state and in the cylinder deactivation state with andwithout fuel cutoff are input to an engine torque conversion calculator355 and converted to preferred engine torques in the all-cylinder stateand in the cylinder deactivation state (‘Engine Torque Full’ and ‘EngineTorque Deac’) and with fuel cutoff in the all-cylinder state and in thecylinder deactivation state (‘Engine Torque Full FCO’ and ‘Engine TorqueDeac FCO’) respectively, by taking into account torque-consumingcomponents, e.g., a hydraulic pump, between the engine 14 and thetransmission 10. The preferred engine torques and the preferred enginestate comprise inputs to the engine state control scheme 370.

The costs for operating the engine 14 include operating costs which aredetermined based upon factors that include vehicle driveability, fueleconomy, emissions, and battery usage. Costs are assigned and associatedwith fuel and electrical power consumption and are associated withspecific operating conditions of the hybrid powertrain. Lower operatingcosts can be associated with lower fuel consumption at high conversionefficiencies, lower battery power usage and lower emissions and takeinto account the present operating state of the engine 14.

The preferred engine state and the preferred engine torques in theall-cylinder state and in the cylinder deactivation state are input tothe engine state control scheme 370, which includes an engine statemachine (‘Engine State Machine’) 372. The engine state machine 372determines a target engine torque (‘Target Engine Torque’) and a targetengine state (‘Target Engine State’) based upon the preferred enginetorques and the preferred engine state. The target engine torque and thetarget engine state are input to a transition filter 374 which filtersthe target engine torque to provide a filtered target engine torque(‘Filtered Target Engine Torque’) and which enables transitions betweenengine states. The engine state machine 372 outputs a command thatindicates selection of one of the cylinder deactivation state and theall-cylinder state (‘DEAC Selected’) and indicates selection of one ofthe engine-fueled state and the deceleration fuel cutoff state (‘FCOSelected’).

The selection of one of the cylinder deactivation state and theall-cylinder state and the selection of one of the engine-fueled stateand the deceleration fuel cutoff state, the filtered target enginetorque, and the minimum and maximum engine torques are input to theengine response type determination scheme 380.

The system constraints control path 360 determines the constraints onthe input torque, comprising minimum and maximum input torques (‘InputTorque Hybrid Minimum’ and ‘Input Torque Hybrid Maximum’) that can bereacted by the transmission 10. The minimum and maximum input torquesare determined based upon constraints to the transmission 10, the firstand second electric machines 56 and 72, and the ESD 74, which affect thecapacity of the transmission 10 and the electric machines 56 and 72.

Inputs to the system constraints control path 360 include the immediateoutput torque request as measured by the accelerator pedal 113 combinedwith the torque intervention control (‘Output Torque Request AccelImmed’) and the immediate output torque request as measured by the brakepedal 112 combined with the torque intervention control (‘Output TorqueRequest Brake Immed’). The immediate output torque request is shapedthrough an immediate output torque shaping filter 362 while consideringthe axle torque response type to yield an immediate accelerator outputtorque (‘To Accel Immed’) and is combined with the immediate outputtorque request for braking to determine the net immediate output torque(‘To Net Immed’). The net immediate output torque and the immediateaccelerator output torque are inputs to a constraints scheme (‘Outputand Input Torque Constraints’) 364. Other inputs to the constraintsscheme 364 include the lead operating range state of the transmission10, an immediate lead input acceleration profile (‘Lead InputAcceleration Profile Immed’), a lead immediate clutch reactive torquerange (‘Lead Immediate Clutch Reactive Torque Min/Max’) for each appliedclutch in the lead operating range state, and the tactical controlelectric power constraints (‘Tactical Control Electric PowerConstraints’) comprising the range from the minimum tactical controlelectric power constraint P_(BAT) _(—) _(MIN) _(—) _(TC) to the maximumtactical control electric power constraint P_(BAT) _(—) _(MAX) _(—)_(TC), which are shown in FIG. 6. The tactical control electric powerconstraints are outputted from a battery power function (‘Battery PowerControl’) 366. A targeted lead input acceleration profile comprises atime-shifted lead of the immediate input acceleration profile of theinput member 12 to accommodate a response time lag between a commandedchange in the immediate input acceleration profile and a measured changein the immediate input acceleration profile. The lead immediate clutchreactive torque range comprises a time-shifted lead of the immediateclutch reactive torque range of the clutches to accommodate a responsetime lag between a commanded change in the immediate clutch torque rangeand a measured change in the immediate clutch reactive torque range. Theconstraints scheme 364 determines an output torque range for thetransmission 10, and then determines the minimum and maximum inputtorques that can be reacted by the transmission 10 based upon theaforementioned inputs.

Further, the constraints scheme 364 inputs an immediate engine torquerequest (‘Engine Torque Request Immed’) and outputs an immediateelectric power P_(BAT) _(—) _(IMMED) that is an estimated battery outputpower of the ESD 74 when the engine 14 is operating at the immediateengine torque and when the first and second electric machines 56, 72 areoperating at preferred motor torques based upon the operator torquerequest and the other inputs of the constraints scheme 364.

The minimum and maximum input torques are input to the engine torqueconversion calculator 355 and converted to minimum and maximum enginetorques (‘Engine Torque Hybrid Minimum’ and ‘Engine Torque HybridMaximum’ respectively), by taking into account torque-consumingcomponents, e.g., a hydraulic pump, parasitic and other loads introducedbetween the engine 14 and the transmission 10.

The filtered target engine torque, the output of the engine statemachine 372 and the minimum and maximum engine torques are input to theengine response type determination scheme 380. The engine response typedetermination scheme 380 limits the filtered target engine torque to theminimum and maximum hybrid engine torques and outputs the enginecommands to the ECM 23 for controlling the engine torques to animmediate engine torque request (‘Engine Torque Request Immed’) and apredicted engine torque request (‘Engine Torque Request Prdtd’). Othercommands control the engine state to one of the engine fueled state andthe fuel cutoff state (‘FCO Request’) and to one of the cylinderdeactivation state and the all-cylinder state (‘DEAC Request’). Anotheroutput comprises an engine response type (‘Engine Response Type’). Whenthe filtered target engine torque is within the range between theminimum and maximum engine torques, the engine response type isinactive. When the filtered target engine torque drops below the maximumconstraint of the engine torque (‘Engine Torque Hybrid Maximum’) theengine response type is active, indicating a need for an immediatechange in the engine torque, e.g., through engine spark control tochange the engine torque to fall within the constraints of the minimumand maximum engine torques.

FIG. 6 shows the battery power control function (‘Battery PowerControl’) 366 of the tactical control scheme 330. The battery powercontrol function 366 determines the set of tactical control electricpower constraints including the minimum tactical control electric powerconstraint (‘P_(BAT) _(—) _(MIN) _(—) _(TC)’) and the maximum tacticalcontrol electric power constraint (‘P_(BAT) _(—) _(MAX) _(—) _(TC)’).The battery power control function 366 includes a charge function (‘OverDischarge and Over Charge Function’) 392 and a voltage function (‘OverVoltage and Under Voltage Function’) 394.

The inputs to the charge function 392 include the actual output power(‘P_(BAT)’) of the ESD 74, the minimum short-term electric power limit(‘P_(BAT) _(—) _(MIN) _(—) _(ST)’), the maximum short-term electricpower limit (‘P_(BAT) _(—) _(MAX) _(—) _(ST)’), the minimum long-termelectric power limit (‘P_(BAT) _(—) _(MIN) _(—) _(LT)’), the maximumlong-term electric power limit (‘P_(BAT) _(—) _(MAX) _(—) _(LT)’), andthe immediate electric power (‘P_(BAT) _(—) _(IMMED)’). The chargefunction 392 determines and outputs a minimum charge function electricpower limit (‘P_(BAT) _(—) _(MIN) _(—) _(CF)’) and a maximum chargefunction electric power limit (‘P_(BAT) _(—) _(MAX) _(—) _(CF)’).

The charge function 392 determines a set of preferred electric powerlimits comprising an upper preferred electric power limit (not shown)and a lower preferred electric power limit (not shown) based on theshort-term electric power limits. When the actual battery output powerP_(BAT) of the ESD 74 is between the upper preferred electric powerlimit and the lower preferred electric power limit, the charge functionoutputs the minimum charge function electric power constraint powerlimit and the maximum charge function as the minimum long-term electricpower limit and the maximum long-term electric power limit,respectively.

When the actual battery output power P_(BAT) of the ESD 74 is notbetween the upper preferred electric power limit and the lower preferredelectric power limit, the charge function 392 determines the minimumcharge function electric power constraint and the maximum chargefunction electric power constraint based on a change rate value, theminimum long-term electric power limit, the maximum long-term electricpower limit, and the immediate output power of the ESD 74 as determinedby the constraints scheme 364. The charge function 392 determines thechange rate value feedback control when the actual battery output powerP_(BAT) of the ESD 74 transgresses one of the upper preferred electricpower limit and the lower preferred electric power limit. The changerate value is determined based on the error between actual batteryoutput power P_(BAT) of the ESD 74 and the transgressed one of the upperpreferred electric power limit and the lower preferred electric powerlimit.

As charge function 392 adjusts one of the maximum charge functionelectric power constraint and the minimum charge function electric powerconstraint based on the actual battery output power P_(BAT) of the ESD74, the charge function 392 also adjusts the other charge functionelectric power constraint by the same amount, therefore, the differencebetween the maximum and minimum charge function electric powerconstraints remain unchanged.

The minimum and maximum charge function electric power constraints areintermediate electric power constraint values in that they are utilizedto determine the final electric power constraint values, that is, theminimum tactical control electric power constraint (‘P_(BAT) _(—) _(MIN)_(—) _(TC)’) and the maximum tactical control electric power constraint(‘P_(BAT) _(—) _(MAX) _(—) _(TC)’).

The inputs to the voltage function 394 include an actual battery voltage(‘V_(BAT)’) of the ESD 74 which can comprise one of a voltage monitoredby the BPCM 21 and a voltage monitored by the TPIM 19, a minimum basevoltage limit (‘V_(BAT) _(—) _(MIN) _(—) _(BASE)’) and a maximum basevoltage limit (‘V_(BAT) _(—) _(MAX) _(—) _(BASE)’) which can be based onthe maximum and minimum operating voltages of one of the high voltagecomponents, for example, a minimum and maximum inverter voltage of theTPIM 19, minimum and maximum auxiliary power module voltage of the TPIM19, and minimum and maximum ESD 74 voltage, the charge function maximumelectric power constraint (‘P_(BAT) _(—) _(MAX) _(—) _(CF)’), the chargefunction minimum electric power constraint (‘P_(BAT) _(—) _(MIN) _(—)_(CF)’), and the immediate electric power (‘P_(BAT) _(—) _(IMMED)’). Theminimum and maximum base voltage limits define an operating range forthe voltage of the ESD 74 and can be determined based on parameters ofthe powertrain system including a temperature of a high voltage buscomponent, for example, a temperature of the ESD 74.

The voltage function 394 determines a set of preferred voltage limitscomprising an upper preferred voltage limit (not shown) and a lowerpreferred voltage limit (not shown) based on the maximum base voltagelimit and the minimum base voltage limit, respectively.

When the actual battery voltage V_(BAT) of the ESD 74 is between theupper preferred voltage limit and the lower preferred voltage powerlimit, the voltage function 394 determines the minimum tactical controlelectric power constraint and the maximum tactical control electricpower constraint to be the minimum charge function electric powerconstraint and the maximum charge function power constraint,respectively.

When the actual battery voltage V_(BAT) of the ESD 74 is not between theupper preferred voltage limit and the lower preferred voltage limit, thevoltage function 394 determines the minimum tactical control powerconstraint and the maximum tactical control power constraint based onthe actual battery voltage, the immediate battery power, and the set ofpreferred voltage limits.

The voltage function 394 determines a change rate value feedback controlwhen the actual battery voltage V_(BAT) of the ESD 74 transgresses oneof the upper preferred voltage limit and the lower preferred voltagelimit. The change rate value is determined based on the error betweenthe actual battery voltage V_(BAT) of the ESD 74 and the transgressedone of the upper preferred voltage limit and the lower preferred voltagelimit.

Unlike the charge function 392, the voltage function 394 can adjust onlyone of the tactical control power constraints without adjusting theother one of the tactical control power constraints. Therefore, therange of the input torque constraints can be effectively reduced, whichleads to a reduced range for engine torque requests as determined by theresponse type determination function 380, and as a result the operatingranges of the motor torques T_(A), T_(B) of the first and secondelectric machines 56 and 72 becomes more constrained.

Unlike the charge function 392, which provides a relatively slowcorrection of the maximum and minimum charge function electric powerconstraints in order to compensate for errors in the determination ofP_(BAT) _(—) _(IMMED), the voltage function 394 provides a relativelyfast correction of the maximum and minimum tactical control electricpower constraints to rapidly respond to modify the voltage of the ESD74.

FIG. 7 details signal flow for the output and motor torque determinationscheme 340 for controlling and managing the output torque through thefirst and second electric machines 56 and 72, described with referenceto the hybrid powertrain system of FIGS. 1 and 2 and the control systemarchitecture of FIG. 3 and constraints including maximum and minimumavailable battery power limits (‘Pbat Min/Max’). The output and motortorque determination scheme 340 controls the motor torque commands ofthe first and second electric machines 56 and 72 to transfer a netoutput torque to the output member 64 of the transmission 10 that reactswith the driveline 90 and meets the operator torque request, subject toconstraints and shaping. The output and motor torque determinationscheme 340 preferably includes algorithmic code and predeterminedcalibration code which is regularly executed during the 6.25 ms and 12.5ms loop cycles to determine preferred motor torque commands (‘T_(A)’,‘T_(B)’) for controlling the first and second electric machines 56 and72 in this embodiment.

The output and motor torque determination scheme 340 determines and usesa plurality of inputs to determine constraints on the output torque,from which it determines the output torque command (‘To_cmd’). Motortorque commands (‘T_(A)’, ‘T_(B)’) for the first and second electricmachines 56 and 72 can be determined based upon the output torquecommand. The inputs to the output and motor torque determination scheme340 include operator inputs, powertrain system inputs and constraints,and autonomic control inputs.

The operator inputs include the immediate accelerator output torquerequest (‘Output Torque Request Accel Immed’) and the immediate brakeoutput torque request (‘Output Torque Request Brake Immed’).

The autonomic control inputs include torque offsets to effect activedamping of the driveline 90 (412), to effect engine pulse cancellation(408), and to effect a closed loop correction based upon the input andoutput speeds (410). The torque offsets for the first and secondelectric machines 56 and 72 to effect active damping of the driveline 90can be determined (‘Ta AD’, ‘Tb AD’), e.g., to manage and effectdriveline lash adjustment, and are output from an active dampingalgorithm (‘AD’) (412). The torque offsets to effect engine pulsecancellation (‘Ta PC’, ‘Tb PC’) are determined during starting andstopping of the engine during transitions between the engine-on state(‘ON’) and the engine-off state (‘OFF’) to cancel engine torquedisturbances, and are output from a pulse cancellation algorithm (‘PC’)(408). The torque offsets for the first and second electric machines 56and 72 to effect closed-loop correction torque are determined bymonitoring input speed to the transmission 10 and clutch slip speeds ofclutches C1 70, C2 62, C3 73, and C4 75. When operating in one of themode operating range states, the closed-loop correction torque offsetsfor the first and second electric machines 56 and 72 (‘Ta CL’, ‘Tb CL’)can be determined based upon a difference between the input speed fromsensor 11 (‘Ni’) and the input speed profile (‘Ni_Prof’). When operatingin Neutral, the closed-loop correction is based upon the differencebetween the input speed from sensor 11 (‘Ni’) and the input speedprofile (‘Ni_Prof’), and a difference between a clutch slip speed and atargeted clutch slip speed, e.g., a clutch slip speed profile for atargeted clutch C1 70. The closed-loop correction torque offsets areoutput from a closed loop control algorithm (‘CL’) (410). Clutchtorque(s) (‘Tcl’) comprising clutch reactive torque range(s) for theapplied torque transfer clutch(es), and unprocessed clutch slip speedsand clutch slip accelerations of the non-applied clutches can bedetermined for the specific operating range state for any of thepresently applied and non-locked clutches. The closed-loop motor torqueoffsets and the motor torque offsets to effect active damping of thedriveline 90 are input to a low pass filter to determine motor torquecorrections for the first and second electric machines 56 and 72 (‘T_(A)LPF’ and T_(B) LPF’) (405).

The powertrain system inputs include a maximum motor torque controlelectric power constraint (‘P_(BAT) _(—) _(MAX) _(—) _(MT)’) and aminimum motor torque control electric power constraint (‘P_(BAT) _(—)_(MIN) _(—) _(MT)’) from a battery power function (‘Battery PowerControl’) (466), the operating range state (‘Hybrid Range State’), and aplurality of system inputs and constraints (‘System Inputs andConstraints’). The system inputs can include scalar parameters specificto the powertrain system and the operating range state, and can berelated to speed and acceleration of the input member 12, output member64, and the clutches. Other system inputs are related to systeminertias, damping, and electric/mechanical power conversion efficienciesin this embodiment. The constraints include maximum and minimum motortorque outputs from the torque machines, i.e., first and second electricmachines 56 and 72 (‘Ta Min/Max’, ‘Tb Min/Max’), and maximum and minimumclutch reactive torques for the applied clutches. Other system inputsinclude the input torque, clutch slip speeds and other relevant states.

Inputs including an input acceleration profile (‘Nidot_Prof’) and aclutch slip acceleration profile (‘Clutch Slip Accel Prof’) are input toa pre-optimization algorithm (415), along with the system inputs, theoperating range state, and the motor torque corrections for the firstand second electric machines 56 and 72 (‘Ta LPF’ and Tb LPF’). The inputacceleration profile is an estimate of an upcoming input accelerationthat preferably comprises a targeted input acceleration for theforthcoming loop cycle. The clutch slip acceleration profile is anestimate of upcoming clutch acceleration for one or more of thenon-applied clutches, and preferably comprises a targeted clutch slipacceleration for the forthcoming loop cycle. Optimization inputs (‘OptInputs’), which can include values for motor torques, clutch torques andoutput torques can be calculated for the present operating range stateand used in an optimization algorithm to determine the maximum andminimum raw output torque constraints (440) and to determine thepreferred split of open-loop torque commands between the first andsecond electric machines 56 and 72 (440′). The optimization inputs, themaximum and minimum battery power limits, the system inputs and thepresent operating range state are analyzed to determine a preferred oroptimum output torque (‘To Opt’) and minimum and maximum raw outputtorque constraints (‘To Min Raw’, ‘To Max Raw’) (440), which can beshaped and filtered (420). The preferred output torque (‘To Opt’)comprises an output torque that minimizes battery power subject to theoperator torque request. The immediate accelerator output torque requestand the immediate brake output torque request are each shaped andfiltered and subjected to the minimum and maximum output torqueconstraints (‘To Min Filt’, ‘To Max Filt’) to determine minimum andmaximum filtered output torque request constraints (‘To Min Req Filtd’,‘To Max Req Filtd’). A constrained accelerator output torque request(‘To Req Accel Cnstrnd’) and a constrained brake output torque request(‘To Req Brake Cnstrnd’) can be determined based upon the minimum andmaximum filtered output torque request constraints (425).

Furthermore, a regenerative braking capacity (‘Opt Regen Capacity’) ofthe transmission 10 comprises a capacity of the transmission 10 to reactdriveline torque, and can be determined based upon constraints includingmaximum and minimum motor torque outputs from the torque machines andmaximum and minimum reactive torques for the applied clutches, takinginto account the battery power limits. The regenerative braking capacityestablishes a maximum value for the immediate brake output torquerequest. The regenerative braking capacity is determined based upon adifference between the constrained accelerator output torque request andthe preferred output torque. The constrained accelerator output torquerequest is shaped and filtered and combined with the constrained brakeoutput torque request to determine a net output torque command. The netoutput torque command is compared to the minimum and maximum requestfiltered output torques to determine the output torque command(‘To_cmd’) (430). When the net output torque command is between themaximum and minimum request filtered output torques, the output torquecommand is set to the net output torque command. When the net outputtorque command exceeds the maximum request filtered output torque, theoutput torque command is set to the maximum request filtered outputtorque. When the net output torque command is less than the minimumrequest filtered output torque, the output torque command is set to theminimum request filtered output torque command.

Powertrain operation is monitored and combined with the output torquecommand to determine a preferred split of open-loop torque commandsbetween the first and second electric machines 56 and 72 that meetsreactive clutch torque capacities (‘Ta Opt’ and ‘Tb Opt’), and providefeedback related to the preferred battery power (‘Pbat Opt’) (440′). Themotor torque corrections for the first and second electric machines 56and 72 (‘Ta LPF’ and Tb LPF’) are subtracted to determine open loopmotor torque commands (‘Ta OL’ and ‘Tb OL’) (460).

The open loop motor torque commands are combined with the autonomiccontrol inputs including the torque offsets to effect active damping ofthe driveline 90 (412), to effect engine pulse cancellation (408), andto effect a closed loop correction based upon the input and clutch slipspeeds (410), to determine the motor torques T_(A) and T_(B) forcontrolling the first and second electric machines 56 and 72 (470). Theaforementioned steps of constraining, shaping and filtering the outputtorque request to determine the output torque command which is convertedinto the torque commands for the first and second electric machines 56and 72 is preferably a feed-forward operation which acts upon the inputsand uses algorithmic code to calculate the torque commands.

The optimization algorithm (440, 440′) comprises an algorithm executedto determine powertrain system control parameters that are responsive tothe operator torque request that minimizes battery power consumption.The optimization algorithm 440 includes monitoring present operatingconditions of the electro-mechanical hybrid powertrain, e.g., thepowertrain system described hereinabove, based upon the system inputsand constraints, the present operating range state, and the availablebattery power limits. For a candidate input torque, the optimizationalgorithm 440 calculates powertrain system outputs that are responsiveto the system inputs comprising the aforementioned output torquecommands and are within the maximum and minimum motor torque outputsfrom the first and second electric machines 56 and 72, and within theavailable battery power, and within the range of clutch reactive torquesfrom the applied clutches for the present operating range state of thetransmission 10, and take into account the system inertias, damping,clutch slippages, and electric/mechanical power conversion efficiencies.Preferably, the powertrain system outputs include the preferred outputtorque (‘To Opt’), achievable torque outputs from the first and secondelectric machines 56 and 72 (‘Ta Opt’, ‘Tb Opt’) and the preferredbattery power (‘Pbat Opt’) associated with the achievable torqueoutputs.

The system operation as configured leads to determining output torqueconstraints based upon present operation and constraints of thepowertrain system. The operator torque request is determined based uponoperator inputs to the brake pedal and to the accelerator pedal. Theoperator torque request can be constrained, shaped and filtered todetermine the output torque command, including determining a preferredregenerative braking capacity. An output torque command can bedetermined that is constrained based upon the constraints and theoperator torque request. The output torque command is implemented bycommanding operation of the torque machines. The system operationeffects powertrain operation that is responsive to the operator torquerequest and within system constraints. The system operation results inan output torque shaped with reference to operator drivability demands,including smooth operation during regenerative braking operation.

FIG. 8 shows the battery power function 466 of the output and motortorque determination scheme 340. The battery power function 466determines the set of motor torque electric power constraints includinga maximum motor torque control electric power constraint (‘P_(BAT) _(—)_(MAX) _(—) _(MT)’) and a minimum motor torque control electric powerconstraint (‘P_(BAT) _(—) _(MIN) _(—) _(MT)’). The battery power controlscheme 466 includes a charge function (‘Over Discharge and Over ChargeFunction’) 492 and a voltage function (‘Over Voltage and Under VoltageFunction’) 494. The inputs to the charge function 492 include thebattery output power (‘P_(BAT)’), the minimum short-term electric powerlimit (‘P_(BAT) _(—) _(MIN) _(—) _(ST)’), the maximum short-termelectric power limit (‘P_(BAT) _(—) _(MAX) _(—) _(ST)’), the minimumlong-term electric power limit (‘P_(BAT) _(—) _(MIN) _(—) _(LT)’), themaximum long-term electric power limit (‘P_(BAT) _(—) _(MAX) _(—)_(LT)’), and the preferred battery power (‘P_(BAT) _(—) _(Opt)’). Thecharge function 492 determines and outputs a minimum charge functionelectric power limit (‘P_(BAT) _(—) _(MIN) _(—) _(CF)’) and a maximumcharge function electric power limit (‘P_(BAT) _(—) _(MAX) _(—) _(CF)’)utilizing a substantially similar method to that described above for thecharge function 392, wherein the preferred battery power P_(BAT) _(—)_(Opt) is utilized in place of the immediate battery power P_(BAT) _(—)_(IMMED). The inputs to the voltage function 494 include a batteryvoltage (‘V_(BAT)’) of the ESD 74 monitored by the BPCM 21, a minimumbase voltage limit (‘V_(BAT) _(—) _(MIN) _(—) _(BASE)’), a maximum basevoltage limit (‘V_(BAT) _(—) _(MAX) _(—) _(BASE)’), the charge functionmaximum electric power constraint (‘P_(BAT) _(—) _(MAX) _(—) _(CF)’),the charge function minimum electric power constraint (‘P_(BAT) _(—)_(MIN) _(—) _(CF)’), and the preferred battery power (‘P_(BAT) _(—)_(Opt)’). The voltage function 494 determines and outputs the minimummotor torque control electric power constraint and the maximum motortorque control electric power constraint, utilizing a substantiallysimilar method to that utilized by the charge function 394 fordetermining the minimum and maximum tactical control electric powerconstraints, respectively, wherein the preferred battery power P_(BAT)_(—) _(Opt) is utilized in place of the immediate battery power P_(BAT)_(—) _(IMMED).

The disclosure has described certain preferred embodiments andmodifications thereto. Further modifications and alterations may occurto others upon reading and understanding the specification. Therefore,it is intended that the disclosure not be limited to the particularembodiment(s) disclosed as the best mode contemplated for carrying outthis disclosure, but that the disclosure will include all embodimentsfalling within the scope of the appended claims.

1. A method for controlling a powertrain system comprising a pluralityof power actuators, a transmission device and an energy storage device,the transmission device operative to transfer power between the poweractuators and an output member to generate an output torque, the methodcomprising: determining an operator request for power from the outputmember; determining a first set of electric power constraints for theenergy storage device; determining a set of power constraints for afirst power actuator based upon the first set of electric powerconstraints for the energy storage device; determining a second set ofelectric power constraints for the energy storage device; determining aset of power constraints for a second power actuator based upon thesecond set of electric power constraints for the energy storage device;controlling the first power actuator based upon the set of powerconstraints for the first power actuator; and controlling the secondpower actuator based upon the set of power constraints for the secondpower actuator.
 2. The method of claim 1, further comprising:determining a preferred power level for operating the first poweractuator based upon the operator request for power; determining a firstbattery output power value based upon the preferred power level foroperating the first power actuator and the operator request for power;and determining the first set of electric power constraints for theenergy storage device based upon the first battery output power value.3. The method of claim 2, further comprising: determining a preferredpower level for operating the second power actuator based upon theoperator request for power; determining a second battery output powervalue based upon the preferred power level for operating the secondpower actuator and the operator request for power; and determining thesecond set of electric power constraints for the energy storage devicebased upon the second battery output power value.
 4. The method of claim3, further comprising: monitoring output power of the energy storagedevice; and determining the set of power constraints for the first poweractuator based upon the first and second sets of electric powerconstraints for the energy storage device and the output power of theenergy storage device.
 5. The method of claim 1, further comprising:monitoring a voltage of the energy storage device; providing a set ofvoltage limits for the energy storage device; and determining the set ofpower constraints for the first power actuator based upon the set ofvoltage limits for the energy storage device and the voltage of theenergy storage device.
 6. The method of claim 5, wherein determining theset of power constraints for the first power actuator comprises:determining a first set of electric power limits for the energy storagedevice; determining a second set of electric power limits for the energystorage device; determining a set of intermediate power constraints forthe energy storage device based upon the battery power, the first set ofelectric power limits and the second set of electric power limits; anddetermining the set of power constraints for the first power actuatorbased upon the set of intermediate power constraints, the first andsecond sets of electric power constraints, the voltage of the energystorage device, and the set of voltage limits.
 7. The method of claim 1,wherein determining the set of power constraints for the first poweractuator and the set of power constraints for the second power actuatorcomprises determining a set of torque constraints for the first poweractuator and a set of torque constraints for the second power actuator.8. The method of claim 1, wherein determining the set of powerconstraints for the first power actuator comprises determining a set ofinput torque constraints for constraining input torque from an engine.9. The method of claim 8, further comprising: determining an enginetorque request; determining a first battery output power value for theenergy storage device based upon the engine torque request; anddetermining the set of input torque constraints based upon the firstbattery output power value.
 10. The method of claim 9, furthercomprising controlling engine torque based upon the set of input torqueconstraints.
 11. The method of claim 1, wherein determining the set ofpower constraints for the first power actuator comprises determining aset of output torque constraints for constraining the output torque ofthe output member and constraining a motor torque of an electric machinebased upon the set of output torque constraints.
 12. The method of claim11, further comprising: determining a preferred output torque for theoutput member; determining a motor torque request for the electricmachine based upon the preferred output torque; calculating a firstbattery output power value for the energy storage device based upon thepreferred output torque; and determining the set of output torqueconstraints for constraining the output torque based upon the firstbattery output power value.
 13. The method of claim 12, furthercomprising controlling the motor torque of the electric machine basedupon the set of output torque constraints.
 14. Method for controlling apowertrain system comprising an engine, an electric machine, atransmission device and an energy storage device, the transmissiondevice operative to transfer power between the engine, the electricmachine, and an output member to generate an output torque, the methodcomprising: monitoring an operator torque request; monitoring outputpower of the energy storage device; determining a first set of electricpower constraints for the energy storage device; determining a set oftorque constraints for the engine based upon the first set of electricpower constraints for the energy storage device; determining a secondset of electric power constraints for the energy storage device; anddetermining a set of torque constraints for the electric machine basedupon the second set of electric power constraints for the energy storagedevice.
 15. The method of claim 14, further comprising: determining apreferred input torque from the engine to the transmission device basedupon the operator torque request; determining a first battery outputpower value for the energy storage device based upon the preferred inputtorque and the operator torque request; and determining the first set ofelectric power constraints for the energy storage device based upon thefirst battery output power value.
 16. The method of claim 15, furthercomprising: determining a preferred motor torque for operating theelectric machine based upon the operator torque request; determining asecond battery output power value for the energy storage device basedupon the preferred motor torque and the operator torque request; anddetermining the second set of electric power constraints for the energystorage device based upon the second battery output power value.
 17. Themethod of claim 16, further comprising: determining an engine torquerequest; determining the first battery output power value for the energystorage device based upon the engine torque request; and determining theset of torque constraints for the engine based upon the first batteryoutput power value.
 18. The method of claim 14, further comprisingcontrolling engine torque based upon the set of torque constraints forthe engine.
 19. The method of claim 14, further comprising determining apreferred output torque for the output member; determining a motortorque request for the electric machine based upon the preferred outputtorque; calculating a first battery output power value for the energystorage device based upon the preferred output torque; and determining aset of output torque constraints for constraining the output torquebased the first battery output power value.
 20. The method of claim 19,further comprising controlling the motor torque of the electric machinebased upon the set of output torque constraints.
 21. A method forcontrolling a powertrain system comprising a plurality of poweractuators, a transmission device and an energy storage device, thetransmission device operative to transfer power between the poweractuators and an output member to generate an output torque, the methodcomprising: monitoring output power of the energy storage device;determining a first set of power constraints for the energy storagedevice; determining a set of torque constraints for the first poweractuator based upon the first set of power constraints for the energystorage device; determining a second set of power constraints for theenergy storage device; and determining a set of torque constraints forthe second power actuator based upon the second set of power constraintsfor the energy storage device.